JP2014173434A - Method of correcting crank angle signal error - Google Patents

Abstract

PROBLEM TO BE SOLVED: To dispense with an external variable resistor for regulating a time from detection of a predetermined crank angle position by a crank angle signal to lighting of a timing light.SOLUTION: A crank angle sensor 13 outputs a crank angle signal with rotation of a crank pulser 11. A control device 3 for error detection outputs a drive signal in synchronization with the crank angle signal which is outputted when a crankshaft 10 is estimated to reache a predetermined crank angle position. An error between an actual crank angle position of the crankshaft 10 when the drive signal is outputted and the predetermined crank angle position is detected, and information of the detected error is stored in an electronic control device 4 for controlling an internal combustion engine.

Description

  The present invention relates to a crank angle signal error correction method in an internal combustion engine in which a crank angle is detected by a crank pulser and a crank angle sensor.

  Conventionally, as a device for detecting a crank angle, a crank pulser having a large number of teeth is assembled to a crankshaft of an internal combustion engine or a rotating member that rotates in synchronization with the crankshaft, and the crank angle is opposed to the crankpulser teeth. A sensor is arranged to output a crank angle signal.

  However, due to an assembly position error of the crank pulser and the crank angle sensor, for example, there is an error between the command value of the fuel injection timing and the actual crank angle of the crankshaft when the fuel is actually injected (hereinafter referred to as a crank angle error). Will occur.

  Therefore, in the device disclosed in Patent Document 1, an external variable resistor for adjusting the time from when a predetermined crank angle position is detected by a crank angle signal until the timing light is turned on is provided with an electronic device for controlling the internal combustion engine. A crank angle error is detected from the resistance value of the external variable resistor provided in the control device, and the control target value of the ignition timing or fuel injection timing is corrected based on the error.

JP 59-134377 A

  However, in the device disclosed in Patent Document 1, it is necessary to provide an external variable resistor in the electronic control device that controls the internal combustion engine.

  Further, when the internal combustion engine and the electronic control device are manufactured at different factories, the crank angle error cannot be detected at the internal combustion engine manufacturing plant (that is, without the electronic control device).

  In view of the above points, an object of the present invention is to eliminate the need for a variable resistor.

  In order to achieve the above object, according to the first aspect of the present invention, a plurality of teeth are formed along the circumferential direction, and the rotating shaft rotates in synchronization with the crankshaft (10) of the internal combustion engine (1) or the crankshaft. It is estimated that the crank pulser (11) assembled with the crank pulser, the crank angle sensor (13) that outputs a crank angle signal at every predetermined rotation angle as the crank pulser rotates, and the crankshaft has reached a predetermined crank angle position. Drive signal output means (3) for outputting a drive signal in synchronism with the crank angle signal output when the drive signal is output, and the actual crank angle position of the crankshaft and the predetermined crank angle position when the drive signal is output And an electronic control device (4) for controlling the internal combustion engine used in combination with the internal combustion engine in which the error is detected in the error detection step. Characterized in that it comprises an error information storage step of storing information of the error detected by the difference detection process.

  According to this, as in the conventional device described above, the time from when the predetermined crank angle position is detected by the crank angle signal to when the timing light is turned on is not adjusted, so the external variable resistor may be abolished. it can.

  Further, by reflecting the error information detected in the error detection step on the electronic control device using, for example, a medium, it is possible to detect the crank angle error at the manufacturing factory of the internal combustion engine.

  According to a third aspect of the present invention, a crank is formed on the crankshaft (10) of the internal combustion engine (1) or a rotating member that rotates in synchronization with the crankshaft. The pulsar (11), a crank angle sensor (13) that outputs a crank angle signal at every predetermined rotation angle in accordance with the rotation of the crank pulsar, and a specific internal combustion engine are used as a pair to control the internal combustion engine, An electronic control unit (4) that outputs a drive signal in synchronization with a crank angle signal that is output when it is estimated that the crankshaft has reached a predetermined crank angle position, and a crank when the drive signal is output An error detection step for detecting an error between the actual crank angle position of the shaft and a predetermined crank angle position, and information on the error detected in the error detection step is stored in the electronic control unit. Characterized in that it comprises a differential information storage step.

  According to this, as in the conventional device described above, the time from when the predetermined crank angle position is detected by the crank angle signal to when the timing light is turned on is not adjusted, so the external variable resistor may be abolished. it can.

  In addition, the code | symbol in the bracket | parenthesis of each means described in this column and the claim shows the correspondence with the specific means as described in embodiment mentioned later.

It is a figure which shows the structure of the error detection apparatus to which the method concerning 1st Embodiment of this invention is applied. It is a perspective view which shows the crank pulser and crank angle sensor of FIG. It is a figure which shows the cylinder block and crank pulley of FIG. It is a time chart with which it uses for description of operation | movement of the apparatus of FIG. It is a figure of the cylinder block and crank pulley with which it uses for operation | movement description of the apparatus of FIG. It is a figure which shows the structure of the error detection apparatus to which the method concerning 2nd Embodiment of this invention is applied. It is a figure which shows the structure of the error detection apparatus to which the method concerning 3rd Embodiment of this invention is applied.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.

(First embodiment)
A first embodiment of the present invention will be described.

  As shown in FIGS. 1 to 3, the operation of the compression ignition type multi-cylinder internal combustion engine (hereinafter referred to as an internal combustion engine) 1 is controlled by an electronic control unit 4. The electronic control unit 4 includes a well-known microcomputer composed of a CPU, RAM, ROM, EEPROM, etc. (not shown), and performs arithmetic processing according to a program stored in the microcomputer.

  The present embodiment is applied when the internal combustion engine 1 and the electronic control device 4 are manufactured in different factories, in other words, when the internal combustion engine 1 and the electronic control device 4 are not shipped in pairs.

  The crankshaft 10 of the internal combustion engine 1 is assembled with a crank pulser 11 having a large number of teeth formed along the circumferential direction. The crank pulser 11 is arranged inside the cylinder block 12 (that is, a position where it cannot be seen from the outside).

  A crank angle sensor 13 that outputs a crank angle signal at every predetermined rotation angle with the rotation of the crank pulser 11 is disposed to face the teeth of the crank pulser 11. As the crank angle sensor 13, an electromagnetic pickup type or magnetoresistive element type sensor can be used.

  A crank pulley 14 as a rotating member is assembled to a portion of the crankshaft 10 that protrudes outside the cylinder block 12. The crank pulley 14 is provided with a rotating member mark 140 at a specific position in the circumferential direction.

  The cylinder block 12 is provided with a scale 120 along the rotation direction of the crank pulley 14. The cylinder block 12 is provided with a reference position mark 121 at a position corresponding to the rotating member mark 140 when the crankshaft 10 reaches a predetermined crank angle position.

  Note that the predetermined crank angle position is, for example, the crank angle position when the first cylinder of the internal combustion engine 1 is at the compression top dead center, or the most premature injection that affects the recent combustion control and exhaust gas regulations. A crank angle position corresponding to the advance angle (BTDC side) injection timing is conceivable.

  The internal combustion engine 1 includes a cam angle sensor 15 that outputs a cylinder discrimination signal (hereinafter referred to as a G signal) when a camshaft (not shown) comes to a predetermined rotation angle position. In the present embodiment, the G signal is output when the first cylinder of the internal combustion engine 1 is just before the compression top dead center. The cam angle sensor 15 may be an electromagnetic pickup type or magnetoresistive element type sensor.

  The crank pulley 14 and the cylinder block 12 are illuminated by the timing light 2.

  The operations of the timing light 2 and the internal combustion engine 1 are controlled by an error detection control device 3 as drive signal output means. The error detection control device 3 includes a well-known microcomputer composed of a CPU, RAM, ROM, EEPROM, etc. (not shown), and performs arithmetic processing according to a program stored in the microcomputer. The error detection control device 3 is used only when a crank angle error is detected.

  Next, a crank angle signal error correction method will be described with reference to FIGS.

  First, in the error detection step, the internal combustion engine 1 is controlled by the error detection control device 3 to warm up the internal combustion engine 1.

  After the warm-up is completed, the fuel injection amount is controlled by the error detection control device 3 so that the rotational speed of the internal combustion engine 1 becomes a predetermined rotational speed (for example, idling rotational speed).

  Further, the error detection control device 3 outputs a drive signal to the fuel injection valve 16 when the internal combustion engine 1 is operating at a predetermined rotational speed after the warm-up is completed.

  Specifically, as shown in FIG. 4, the G signal is generated when the first cylinder is in the compression stroke. Then, it is estimated that the crankshaft 10 has reached the predetermined crank angle position at the Nth crank angle signal after the generation of the G signal, and the first is synchronized with the Nth crank angle signal after the generation of the G signal. A drive signal is output to the fuel injection valve 16 of the cylinder. The drive signal of the fuel injection valve 16 is desirably set to single injection as an error detection mode.

  On the other hand, the timing light 2 is turned on by this drive signal. Specifically, when a current flows through the fuel injection valve 16, a current is generated by electromagnetic induction, and the timing light 2 is turned on by the induced current. Then, the operator visually confirms the amount of deviation between the reference position mark 121 and the rotating member mark 140 at the moment when the timing light 2 is turned on.

  When there is no assembly position error or the like of the crank pulser 11 and the crank angle sensor 13, as shown in FIG. 3, the positional deviation amount between the reference position mark 121 and the rotating member mark 140 is zero.

  On the other hand, when there is an assembly position error of the crank pulser 11 and the crank angle sensor 13, the positions of the reference position mark 121 and the rotating member mark 140 are shifted as shown in FIG.

  The amount of deviation at this time corresponds to an error between the actual crank angle position of the crankshaft 10 when the drive signal is output and a predetermined crank angle position (hereinafter referred to as a predetermined crank angle position error).

  Therefore, the operator reads the amount of displacement between the reference position mark 121 and the rotating member mark 140 at that time with the scale 120 and detects a predetermined crank angle position error.

  Subsequently, in the error information storage step, information on the predetermined crank angle position error is stored in the electronic control unit 4 mounted on the vehicle in combination with the internal combustion engine 1 that has detected the predetermined crank angle position error in the error detection step. Send and store by communication. Thus, the crank angle signal error correction is completed.

  In the error information storage step, information on a predetermined crank angle position error may be stored in a medium that is a recording medium, and the information on the predetermined crank angle position error may be reflected on the electronic control device 4 by the medium. .

  Then, the electronic control unit 4 calculates a control target value of the fuel injection timing based on the operating state of the internal combustion engine 1, and corrects the control target value of the fuel injection timing based on information on a predetermined crank angle position error. Then, a command value for the fuel injection timing is calculated.

  According to this embodiment, since the time from when the predetermined crank angle position is detected by the crank angle signal until the timing light is turned on is not adjusted, the external variable resistor can be eliminated.

  Further, since the amount of deviation between the reference position mark 121 and the rotating member mark 140 at the moment when the timing light 2 is turned on is visually confirmed, the amount of deviation can be easily confirmed even at the manufacturing factory or service factory of the internal combustion engine 1. it can.

  Further, since the error information detected in the error detection process is reflected on the electronic control unit 4 by communication or media, the location of the electronic control unit 4 used in the vehicle in combination with the internal combustion engine 1 is finally not restricted. Can be manufactured.

  Furthermore, when single injection is set as the drive signal of the fuel injection valve 16 in the error detection step, one injection start signal triggers lighting of the timing light 2 and the positions of the reference position mark 121 and the rotating member mark 140 are changed. The deviation amount can be easily read.

  In the present embodiment, a predetermined crank angle position error is detected while the internal combustion engine 1 is operated autonomously by controlling the fuel injection amount by the error detection control device 3, but the internal combustion engine 1 cannot perform the autonomous operation. If it is in the state, the predetermined crank angle position error may be detected while the internal combustion engine 1 is operated in a pseudo manner by external power.

(Second Embodiment)
A second embodiment of the present invention will be described. In the present embodiment, the crank angle signal error correction is executed by the electronic control unit 4 without using the error detection control unit 3. Specifically, this embodiment is applied at the time of initial adjustment in an assembly factory when the internal combustion engine 1 and the electronic control unit 4 are shipped in pairs, or at the time of maintenance inspection / adjustment in a maintenance factory. . Since other aspects are the same as those in the first embodiment, only portions different from the first embodiment will be described.

  As shown in FIG. 6, when the crank angle signal error correction is performed, the operations of the timing light 2 and the internal combustion engine 1 are controlled by the electronic control unit 4.

  More specifically, the electronic control unit 4 controls the fuel injection amount so that the rotational speed of the internal combustion engine 1 after completion of the warm-up operation becomes a predetermined rotational speed (for example, idling rotational speed), and the crankshaft 10 A drive signal is output to the fuel injection valve 16 in synchronism with each crank signal that is output when it is estimated that a predetermined crank angle position has been reached.

  Next, a crank angle signal error correction method will be described. First, in the error detection step, the internal combustion engine 1 is controlled by the electronic control unit 4 to perform the warm-up operation of the internal combustion engine 1.

  After the warm-up is completed, the fuel injection amount is controlled by the electronic control unit 4 so that the rotational speed of the internal combustion engine 1 becomes a predetermined rotational speed (for example, idling rotational speed).

  In addition, the electronic control unit 4 outputs a drive signal to the fuel injection valve 16 when the internal combustion engine 1 is operating at a predetermined rotational speed after the warm-up is completed.

  The timing light 2 is turned on by this drive signal. Then, a predetermined crank angle position error is detected as in the first embodiment. Here, when single injection is set as the drive signal for the fuel injection valve 16 in the error detection step, one injection start signal triggers lighting of the timing light 2, and the positions of the reference position mark 121 and the rotating member mark 140 are detected. The deviation amount can be easily read.

  Subsequently, in the error information storage step, information on a predetermined crank angle position error is stored in the electronic control unit 4. Thus, the crank angle signal error correction is completed.

  Then, the internal combustion engine 1 and the electronic control unit 4 used for the crank angle signal error correction are paired and mounted on the vehicle.

  According to this embodiment, since the time from when the predetermined crank angle position is detected by the crank angle signal until the timing light is turned on is not adjusted, the external variable resistor can be eliminated.

(Third embodiment)
A third embodiment of the present invention will be described. In this embodiment, an image processing apparatus 5 is added, and the other parts are the same as those in the first embodiment. Therefore, only the parts different from the first embodiment will be described.

  As shown in FIG. 7, the present embodiment includes an image processing device 5. The image processing device 5 captures images of the crank pulley 14 and the cylinder block 12, and calculates a deviation amount between the reference position mark 121 and the rotating member mark 140 when the timing light 2 is turned on by a drive signal based on the image data. The information about the calculated deviation amount is output to the error detection control device 3.

  Then, the error detection control device 3 detects a predetermined crank angle position error based on the information regarding the deviation amount output from the image processing device 5.

  According to this embodiment, since the time from when the predetermined crank angle position is detected by the crank angle signal until the timing light is turned on is not adjusted, the external variable resistor can be eliminated.

(Other embodiments)
In each of the above embodiments, the crank pulser 11 is assembled to the crankshaft 10, but the crank pulser 11 may be assembled to a rotating member having a speed ratio of 1: 1 that rotates in synchronization with the crankshaft 11.

  In each of the above embodiments, the present invention is applied to a compression ignition type multi-cylinder internal combustion engine. However, the present invention can also be applied to a spark ignition type multi-cylinder internal combustion engine. In this case, the electronic control unit 4 corrects, for example, the control target value of the ignition timing based on the stored information on the predetermined crank angle position error.

  In addition, this invention is not limited to above-described embodiment, In the range described in the claim, it can change suitably.

  Further, the above embodiments are not irrelevant to each other, and can be combined as appropriate unless the combination is clearly impossible.

  In each of the above-described embodiments, it is needless to say that elements constituting the embodiment are not necessarily essential unless explicitly stated as essential and clearly considered essential in principle. Yes.

  Further, in each of the above embodiments, when numerical values such as the number, numerical value, quantity, range, etc. of the constituent elements of the embodiment are mentioned, it is clearly limited to a specific number when clearly indicated as essential and in principle. The number is not limited to the specific number except for the case.

  Further, in each of the above embodiments, when referring to the shape, positional relationship, etc. of the component, etc., the shape, unless otherwise specified and in principle limited to a specific shape, positional relationship, etc. It is not limited to the positional relationship or the like.

1 Internal combustion engine 3 Error detection control device (drive signal output means)
10 Crankshaft 11 Crank pulser 13 Crank angle sensor

Claims (7)

A number of teeth formed along the circumferential direction, and a crankshaft (11) assembled to a crankshaft (10) of the internal combustion engine (1) or a rotating member that rotates in synchronization with the crankshaft;
A crank angle sensor (13) for outputting a crank angle signal at every predetermined rotation angle in accordance with the rotation of the crank pulser;
A drive signal output means (3) for outputting a drive signal in synchronization with the crank angle signal output when the crankshaft is estimated to have reached a predetermined crank angle position;
An error detection step of detecting an error between the actual crank angle position of the crankshaft when the drive signal is output and the predetermined crank angle position;
An error for storing the information of the error detected in the error detection step in an electronic control device (4) that is used in combination with the internal combustion engine in which the error is detected in the error detection step and controls the internal combustion engine. And a crank angle signal error correction method comprising: an information storage step.   2. The crank angle signal error correction method according to claim 1, wherein in the error information storage step, the error information is stored in the electronic control unit by communication. A number of teeth formed along the circumferential direction, and a crankshaft (11) assembled to a crankshaft (10) of the internal combustion engine (1) or a rotating member that rotates in synchronization with the crankshaft;
A crank angle sensor (13) for outputting a crank angle signal at every predetermined rotation angle in accordance with the rotation of the crank pulser;
A drive signal that is used in combination with the specific internal combustion engine to control the internal combustion engine and that is output in synchronization with the crank angle signal that is output when it is estimated that the crankshaft has reached a predetermined crank angle position. And an electronic control device (4) for outputting
An error detection step of detecting an error between the actual crank angle position of the crankshaft when the drive signal is output and the predetermined crank angle position;
A crank angle signal error correction method comprising: an error information storage step of causing the electronic control unit to store information on the error detected in the error detection step. The rotating member includes a rotating member mark (140) disposed at a specific position,
The cylinder block (12) of the internal combustion engine corresponds to the scale (120) arranged along the rotation direction of the rotating member, and the rotating member mark when the crankshaft reaches the predetermined crank angle position. A reference position mark (121) arranged at a position,
Preparing a timing light (2) for illuminating the rotating member and the cylinder block;
The error detection step detects the error based on a deviation amount between the rotating member mark and the reference position mark when the timing light is turned on in synchronization with the drive signal. 4. The crank angle signal error correction method according to any one of 1 to 3.   5. The crank angle signal error correction method according to claim 4, wherein, in the error detection step, the timing light is turned on at the rising edge of the drive signal. Preparing an image processing device (5) for calculating a deviation amount between the rotating member mark and the reference position mark when the timing light is turned on in synchronization with the drive signal based on image data;
6. The crank angle signal according to claim 4, wherein, in the error detection step, the error is detected based on a deviation amount between the rotating member mark and the reference position mark calculated by the image processing apparatus. Error correction method. The internal combustion engine includes a fuel injection valve (16) that operates based on the drive signal,
The crank angle signal error correction method according to any one of claims 1 to 6, wherein the fuel injection valve performs single injection in the error detection step.

Images